CN116353282A

CN116353282A - Temperature control device for vehicle and control method for temperature control device for vehicle

Info

Publication number: CN116353282A
Application number: CN202211673166.0A
Authority: CN
Inventors: 雨贝太郎; 南家健志
Original assignee: Nidec Corp
Current assignee: Nidec Corp
Priority date: 2021-12-28
Filing date: 2022-12-26
Publication date: 2023-06-30
Also published as: JP2023098078A

Abstract

In one embodiment of the vehicle temperature control device of the present invention, the 1 st circuit includes the 1 st circuit in which the 1 st heat medium is circulated through the compressor and the heat exchanger. Loop 2 has: a 2 nd circuit for circulating the 2 nd heat medium through the heat generating unit and the heat exchanger; and a 3 rd circuit for circulating the 2 nd heat medium through the heat generating unit, the battery, and the heat exchanger. The control unit has the following modes: mode 1, in loop 1, the 1 st heat medium is circulated in loop 1, and in loop 2, the 2 nd heat medium is circulated in loop 2; and a 2 nd mode in which the 1 st heat medium is circulated in the 1 st loop, and in which the 2 nd heat medium is circulated in the 3 rd loop. When the measurement value of the 1 st sensor exceeds the 1 st threshold value, the mode is switched from the 1 st mode to the 2 nd mode.

Description

Temperature control device for vehicle and control method for temperature control device for vehicle

Technical Field

The present invention relates to a vehicle temperature control device and a control method for the vehicle temperature control device.

Background

The battery mounted in the electric vehicle or the hybrid vehicle is heated and cooled according to the outside air temperature and the driving state, so that the optimum temperature is maintained. Patent document 1 discloses a refrigerant circuit in which a compressor heats a refrigerant, and air in a vehicle interior is heated using heat obtained through an external condenser. The heat of the refrigerant circuit is transferred to the cooling water of the battery cooling line in the battery heat exchanger, and the battery is heated by the heat.

Patent document 1: japanese patent application laid-open No. 2017-77880

When the enthalpy (temperature and pressure) of the heat medium to be compressed is too low, the compressor cannot sufficiently exhibit the heating capacity. Therefore, when the heat is further transferred to another circuit while heating the air by using the heat of the heat medium, the enthalpy of the heat medium is reduced, and the compressor is less likely to come out from the operation with low heating capacity. In this case, the temperature of the heat medium cannot be raised, and there is a problem in that the compressor cannot sufficiently exhibit heating capacity.

Disclosure of Invention

An object of one embodiment of the present invention is to provide a vehicle temperature control device capable of improving the heating capacity of a compressor, and a control method for the vehicle temperature control device.

One embodiment of a temperature control device for a vehicle according to the present invention includes: a 1 st circuit through which the 1 st heat medium flows; a compressor disposed in the 1 st circuit and configured to compress the 1 st heat medium; a 2 nd circuit through which a 2 nd heat medium flows; a battery disposed in the 2 nd circuit; a heat generating unit which is disposed in the 2 nd circuit and is supplied with electric power from the battery; a 1 st sensor disposed in the 2 nd circuit and configured to measure a temperature of the 2 nd heat medium; a heat exchanger disposed in the 1 st circuit and the 2 nd circuit, and configured to exchange heat between the 1 st heat medium and the 2 nd heat medium; and a control unit that controls the 1 st loop and the 2 nd loop. The 1 st circuit has a 1 st circuit that circulates the 1 st heat medium through the compressor and the heat exchanger. The 2 nd circuit has: a 2 nd circuit that circulates the 2 nd heat medium through the heat generating portion and the heat exchanger; and a 3 rd circuit that circulates the 2 nd heat medium through the heat generating unit, the battery, and the heat exchanger. The control unit has the following modes: a 1 st mode in which the 1 st heat medium is circulated in the 1 st loop, and in which the 2 nd heat medium is circulated in the 2 nd loop in the 1 st loop; and a 2 nd mode in which the 1 st heat medium is circulated in the 1 st loop, and in which the 2 nd heat medium is circulated in the 3 rd loop. And switching from the 1 st mode to the 2 nd mode when the measured value of the 1 st sensor exceeds the 1 st threshold.

One embodiment of the control method of the temperature control device for a vehicle of the present invention is a control method of the temperature control device for a vehicle. The temperature control device for a vehicle includes: a 1 st circuit through which the 1 st heat medium flows, and which is provided with a compressor and a heat exchanger; and a 2 nd circuit through which the 2 nd heat medium flows, wherein the 2 nd circuit is provided with a battery, a heat generating unit, the heat exchanger, and a 1 st sensor for measuring the temperature of the 2 nd heat medium. The control method of the temperature control device for a vehicle includes the following modes: a 1 st mode in which a 1 st loop for circulating the 1 st heat medium through the compressor and the heat exchanger is formed in the 1 st loop, and a 2 nd loop for circulating the 2 nd heat medium through the heat generating portion and the heat exchanger is formed in the 2 nd loop; and a 2 nd mode in which the 1 st loop is formed in the 1 st loop, and a 3 rd loop in which the 2 nd heat medium is circulated through the heat generating portion, the battery, and the heat exchanger is formed in the 2 nd loop. And switching from the 1 st mode to the 2 nd mode when the measured value of the 1 st sensor exceeds the 1 st threshold.

According to one aspect of the present invention, a vehicle temperature control device and a control method of the vehicle temperature control device are provided that can improve the heating capacity of a compressor.

Drawings

Fig. 1 is a schematic view of a vehicle temperature control device according to an embodiment.

Fig. 2 is a schematic view showing a cooling mode of the vehicle temperature control device according to the embodiment.

Fig. 3 is a schematic view showing a normal heating mode of the vehicle temperature control device according to the embodiment.

Fig. 4 is a schematic view of a vehicle temperature control device of a 1 st hot air heating mode (3 rd mode) of the vehicle temperature control device according to one embodiment.

Fig. 5 is a schematic view of a vehicle temperature control device of a 2 nd hot air heating mode (1 st mode) of the vehicle temperature control device according to one embodiment.

Fig. 6 is a schematic view of a vehicle temperature control device of a 3 rd hot air heating mode (2 nd mode) of the vehicle temperature control device according to one embodiment.

Description of the reference numerals

1: a temperature control device for a vehicle; 2: a motor; 3: an inverter; 4: a power control device; 5: a heating part; 6: a battery; 7: a heat exchanger; 14: piping (detour piping); 60: a control unit; 72: a compressor; c1: loop 1; c2: loop 2; l1: a hot gas loop (loop 1); p2: a 2 nd motor loop (2 nd loop);

p3: integral loop (loop 3); p4: a 1 st motor loop (4 th loop); p5: battery loop (5 th loop); s1: a 1 st sensor; s2: and a 2 nd sensor.

Detailed Description

A temperature control device according to an embodiment of the present invention will be described below with reference to the drawings. In the drawings below, the actual structure may be different from the scale, the number, and the like in each structure for easy understanding of each structure.

Fig. 1 is a schematic view of a vehicle temperature control device 1 according to an embodiment. The vehicle temperature control device 1 is mounted in a vehicle using a motor as a power source, such as an Electric Vehicle (EV), a Hybrid Electric Vehicle (HEV), or a plug-in hybrid electric vehicle (PHV).

The vehicle temperature control device 1 includes a 1 st circuit C1, a reservoir 71, a compressor 72, a 1 st air-conditioning heat exchanger 73, a 2 nd air-conditioning heat exchanger 74, a radiator 77, a blower 80, a 1 st expansion valve 61, a 2 nd expansion valve 62, a 3 rd expansion valve 63, a 4 th expansion valve 64, a 2 nd sensor S2, a 2 nd circuit C2, a motor 2, an electric power control device 4, an inverter 3, a battery 6, a heat exchanger 7, a control unit 60, and a 1 st sensor S1.

(control part)

The control unit 60 is connected to and controls the 1 st circuit C1, the compressor 72, the radiator 77, the blower 80, the 1 st expansion valve 61, the 2 nd expansion valve 62, the 3 rd expansion valve 63, the 4 th expansion valve 64, and the 2 nd circuit C2. The control unit 60 is connected to the 1 st sensor S1 and the 2 nd sensor S2, and monitors the measured values thereof.

(loop 1)

The 1 st heat medium flows in the 1 st circuit C1. The accumulator 71, the compressor 72, the 1 st air-conditioning heat exchanger 73, the 2 nd air-conditioning heat exchanger 74, the radiator 77, the 1 st expansion valve 61, the 2 nd expansion valve 62, the 3 rd expansion valve 63, the 4 th expansion valve 64, and the 2 nd sensor S2 are disposed in the path of the 1 st circuit C1.

The 1 st circuit C1 is a heat pump device. The 1 st circuit C1 has a plurality of pipes 9, a plurality of opening and closing valves 8A, and a plurality of check valves 8B. The plurality of pipes 9 are connected to each other to form a loop through which the 1 st heat medium flows. The plurality of lines 9 includes

lines

9a, 9b, 9d, 9f, 9g, 9h, 9i, 9j, 9k, 9l, 9m. In the present specification, the loop means an annular path through which the heat medium circulates.

The on-off valve 8A is connected to the control unit 60. The on-off valve 8A is disposed in the path of the pipeline. The on-off valve 8A can switch between opening and closing of the disposed piping. The 1 st circuit C1 switches the loop formed by the control of the opening/closing valve 8A and the 1 st to 4 th expansion valves 61 to 64. The plurality of opening/closing valves 8A includes 2 opening/

closing valves

8b, 8c.

The check valve 8B is disposed in the path of the piping. The check valve 8B allows the 1 st heat medium to flow from one end of the disposed pipe on the upstream side toward the other end on the downstream side, and does not allow the heat medium to flow from the other end toward the one end. The plurality of check valves 8B includes 2

check valves

8g, 8h.

Next, the structure of each of the pipes 9 will be specifically described. In the description of each of the piping 9, "one end" means an upstream end portion in the flow direction of the 1 st heat medium, and "the other end" means a downstream end portion in the flow direction of the 1 st heat medium.

One end of the pipe 9a is connected to the other end of the pipe 9b and the other end of the pipe 9 l. The other end of the pipe 9a is connected to one end of the pipe 9b and one end of the pipe 9 d. The line 9a passes through the 2 nd sensor S2, the reservoir 71 and the compressor 72. The 1 st heat medium flows from one end of the pipe 9a to the other end in the order of the accumulator 71 and the compressor 72.

One end of the pipe 9b is connected to the other end of the pipe 9a and one end of the pipe 9 d. The other end of the pipe 9b is connected to one end of the pipe 9a and the other end of the pipe 9 l. That is, both ends of the piping 9a and the piping 9b are connected to each other to form a loop.

One end of the pipe 9d is connected to the other end of the pipe 9a and one end of the pipe 9 b. The other end of the pipe 9d is connected to one end of the pipe 9g and one end of the pipe 9 f. The pipe 9d passes through the 1 st air-conditioning heat exchanger 73.

One end of the pipe 9f is connected to the other end of the pipe 9d and one end of the pipe 9 g. The other end of the pipe 9f is connected to one end of the pipe 9j and one end of the pipe 9 h. The line 9f passes through the 3 rd expansion valve 63 and the radiator 77. The 1 st heat medium flows from one end of the pipe 9f to the other end in the order of the 3 rd expansion valve 63 and the radiator 77.

One end of the pipe 9g is connected to the other end of the pipe 9d and one end of the pipe 9 f. The other end of the line 9g is connected to the other end of the line 9j and one end of the line 9 k.

One end of the pipe 9h is connected to the other end of the pipe 9f and one end of the pipe 9 j. The other end of the line 9h is connected to one end of the line 9i and the other end of the line 9 m. The pipe 9h passes through the on-off valve 8c.

One end of the pipe 9i is connected to the other end of the pipe 9h and the other end of the pipe 9 m. The other end of the line 9i is connected to the downstream side of the 2 nd expansion valve 62 in the path of the line 9 b. The line 9i passes through a check valve 8g. The check valve 8g allows the 1 st heat medium to flow from one end toward the other end of the pipe 9i, and restricts the 1 st heat medium from flowing from the other end toward the one end.

One end of the pipe 9j is connected to the other end of the pipe 9f and one end of the pipe 9 h. The other end of the pipe 9j is connected to the other end of the pipe 9g and one end of the pipe 9 k. The line 9j passes through the check valve 8h. The check valve 8h allows the 1 st heat medium to flow from one end toward the other end of the pipe 9j, restricting the 1 st heat medium from flowing from the other end toward the one end.

One end of the pipe 9k is connected to the other end of the pipe 9g and the other end of the pipe 9 j. The other end of the pipe 9k is connected to one end of the pipe 9l and one end of the pipe 9 m.

One end of the pipe 9l is connected to the other end of the pipe 9k and one end of the pipe 9 m. The other end of the line 9l is connected to one end of the line 9a and the other end of the line 9 b. The line 9l passes through the 1 st expansion valve 61 and the heat exchanger 7. The 1 st heat medium flows from one end to the other end of the line 9l in the order of the 1 st expansion valve 61 and the heat exchanger 7.

One end of the pipe 9m is connected to the other end of the pipe 9k and one end of the pipe 9 l. The other end of the pipe 9m is connected to the other end of the pipe 9h and one end of the pipe 9 i. The line 9m passes through the 4 th expansion valve 64 and the 2 nd air conditioning heat exchanger 74. The 1 st heat medium flows from one end to the other end of the pipe 9m in the order of the 4 th expansion valve 64 and the 2 nd air-conditioning heat exchanger 74.

The accumulator 71 is disposed upstream of the compressor 72. The reservoir 71 performs gas-liquid separation of the 1 st heat medium. The accumulator 71 supplies only the 1 st heat medium in the gas phase to the compressor 72, and suppresses the 1 st heat medium in the liquid phase from being sucked into the compressor 72.

The compressor 72 compresses the 1 st heat medium passing therethrough to raise the temperature. The compressor 72 discharges the 1 st heat medium in the gas phase at high pressure to the downstream side. The compressor 72 is electrically driven by electric power supplied from the battery 6.

The 2 nd sensor S2 is provided in the pipe 9a, and measures the temperature or pressure of the 1 st heat medium in the pipe 9 a. The 2 nd sensor S2 is a temperature sensor or a pressure sensor. The 2 nd sensor S2 is connected to the control unit 60. The 2 nd sensor S2 of the present embodiment is provided in the inlet of the reservoir 71, and measures the pressure or temperature of the 1 st heat medium flowing into the reservoir 71. The temperature and pressure of the 1 st heat medium hardly change before and after passing through the reservoir 71. Therefore, the 2 nd sensor S2 is regarded as measuring the pressure or temperature of the 1 st heat medium flowing into the compressor 72. The 2 nd sensor S2 may be provided at the suction port of the compressor 72. The 2 nd sensor S2 may be disposed in another pipe as long as it is a sensor for measuring the pressure or temperature of the 1 st heat medium in the 1 st circuit C1. In this case, the estimated value of the temperature or pressure of the 1 st heat medium sucked into the compressor 72 can be calculated by estimating the pressure change and the temperature change from the portion where the 2 nd sensor S2 is provided to the suction port of the compressor 72.

The radiator 77 has a fan to cool the 1 st heat medium by releasing heat of the 1 st heat medium to the outside air. The radiator 77 is a heat exchanger that exchanges heat between the 1 st heat medium and air outside the vehicle.

The heat exchanger 7 is disposed in the 1 st circuit C1 and the 2 nd circuit C2. The heat exchanger 7 exchanges heat between the 1 st heat medium flowing through the 1 st circuit C1 and the 2 nd heat medium flowing through the 2 nd circuit C2, respectively.

The 1 st to 4 th expansion valves 61 to 64 expand the 1 st heat medium to reduce the temperature of the 1 st heat medium. The 1 st to 4 th expansion valves 61 to 64 can be fully opened to allow the 1 st heat medium to pass therethrough without a large pressure change, and can be fully closed to restrict the passage of the 1 st heat medium. The 1 st to 4 th expansion valves 61 to 64 are controlled in opening degree by the control unit 60, and the pressure and temperature of the 1 st heat medium on the downstream side are adjusted.

The 1 st air-conditioning heat exchanger 73 exchanges heat between the 1 st heat medium, the temperature of which is increased by the compressor 72, and air. That is, the 1 st air-conditioning heat exchanger 73 exchanges heat between the 1 st heat medium and the air. Thereby, the 1 st air conditioning heat exchanger 73 heats the air in the air flow passage 86f sent from the blower 85 in the blower 80.

The 2 nd air-conditioning heat exchanger 74 exchanges heat between the 1 st heat medium, the temperature of which is lowered by the 4 th expansion valve 64, and air. That is, the 2 nd air-conditioning heat exchanger 74 exchanges heat between the 1 st heat medium and the air. As a result, the 2 nd air conditioning heat exchanger 74 cools or dehumidifies the air in the air flow path 86f sent from the blower 85 in the blower 80.

(air supply part)

The blower 80 has a duct 86 and a blower 85. An air flow passage 86f is provided in the duct 86. The air flow path 86f is a path for supplying air outside the vehicle into the vehicle. The air flow path 86f is also a path for taking in air in the vehicle and supplying the air into the vehicle again. An air inlet 86a for allowing air outside or inside the vehicle to flow into the air flow path 86f is provided at one end side of the air flow path 86f. A blowout port 86b for exhausting air in the air flow passage 86f into the vehicle is provided at the other end side of the air flow passage 86f.

Inside the air flow path 86f, a blower 85, the 2 nd air-conditioning heat exchanger 74, and the 1 st air-conditioning heat exchanger 73 are disposed in this order from the air inlet 86a side toward the air outlet 86b side. The blower 85 circulates air from one end side to the other end side of the air flow path 86f. That is, the 2 nd air-conditioning heat exchanger 74 and the 1 st air-conditioning heat exchanger 73 are disposed in the air flow path of the blower 85. The 2 nd air-conditioning heat exchanger 74 cools and dehumidifies the air sent by the blower 85. On the other hand, the 1 st air-conditioning heat exchanger 73 heats the air sent by the blower 85.

The air flow passage 86f is provided with a bypass flow passage 86c for making air bypass around the 1 st air-conditioning heat exchanger 73. An air mixing damper 86d is provided upstream of the bypass flow path 86c, and adjusts the proportion of air heated by the 1 st air-conditioning heat exchanger 73 in the air passing through the 2 nd air-conditioning heat exchanger 74. The air mixing damper 86d is connected to the control unit 60 and controlled.

(loop 2)

The 2 nd heat medium flows in the 2 nd circuit C2. A heat exchanger 7, a motor 2, a power control device 4, an inverter 3, a battery 6, and a 1 st sensor S1 are disposed in the path of the 2 nd circuit C2. The 2 nd circuit C2 has a plurality of

lines

11, 12, 13, 14, 15, switching

units

31, 32, a 1 st pump 41, and a 2 nd pump 42. The 1 st pump 41 and the 2 nd pump 42 pump the 2 nd heat medium of the disposed piping in one direction. The plurality of pipes are connected to each other to form a loop through which the 2 nd heat medium flows.

The switching

units

31 and 32 are connected to the control unit 60, and switch the piping through which the 2 nd heat medium passes by switching on or off. The switching

units

31 and 32 are disposed at the portion where 3 or more pipes join together, and communicate any 2 pipes among the connected plural pipes. In the following description, when the plurality of switching

units

31 and 32 are distinguished from each other, they will be referred to as a 1 st switching unit 31 and a 2 nd switching unit 32.

The 1 st switching unit 31 is a four-way valve. The 1 st switching unit 31 has 4 connection ports A, B, C, D. The 1 st switching unit 31 communicates every 2 two sets of the 4 connection ports A, B, C, D with each other. One end of the pipe 15 is connected to the connection port a. The connection port C is connected to the other end of the pipe 11. The connection ports B, D are connected to both end portions of the pipe 12.

The 1 st switching unit 31 can switch to any one of 2 connection states (1 st connection state and 2 nd connection state). The 1 st switching unit 31 communicates the connection ports A, C and B, D in the 1 st connected state. The 1 st switching unit 31 in the 1 st connected state communicates both ends of the pipe 12 and communicates one end of the pipe 15 with the other end of the pipe 11. In the 2 nd connected state, the 1 st switching unit 31 communicates the connection ports A, B and C, D, respectively. The 1 st switching part 31 of the 2 nd connection state communicates the other end of the pipe 12 with one end of the pipe 15, and communicates the other end of the pipe 11 with one end of the pipe 12.

The 2 nd switching unit 32 is a three-way valve. The 2 nd switching unit 32 communicates one of the piping 13 and the piping 14 with the piping 15. The 2 nd switching unit 32 causes the 2 nd heat medium flowing through the line 15 to flow through either the line 13 or the line 14 in response to a signal from the control unit 60. Therefore, the 2 nd switching unit 32 adjusts the ratio of the flow rates of the 2 nd heat medium flowing through the

pipes

13 and 14 to 100:0 and 0: 100. The 2 nd switching unit 32 may be a mixing valve that linearly adjusts the ratio of the flow rates of the 2 nd heat medium flowing through the

pipes

13 and 14.

Next, the structure of each of the pipelines 11 to 15 will be specifically described. In the description of the respective pipes 11 to 15, "one end" means an upstream end portion in the flow direction of the 2 nd heat medium, and "the other end" means a downstream end portion in the flow direction of the 2 nd heat medium.

One end of the pipeline 11 is connected to the other end of the pipeline 13 and the other end of the pipeline 14. The other end of the pipe 11 is connected to the connection port C of the 1 st switching unit 31. The line 11 passes through the 1 st pump 41, the power control device 4, the inverter 3, and the motor 2. The 1 st pump 41 pumps the 2 nd heat medium from one end side to the other end side in the pipe 11.

One end of the pipe 12 is connected to the connection port D of the 1 st switching unit 31. The other end of the pipe 12 is connected to the connection port B of the 1 st switching unit 31. Line 12 passes through pump 2 42 and battery 6. The 2 nd pump 42 pumps the 2 nd heat medium from one end side to the other end side in the pipe 12.

One end of the pipe 13 is connected to the other end of the pipe 15 and one end of the pipe 14 via the 2 nd switching unit 32. The other end of the pipe 13 is connected to the other end of the pipe 14 and one end of the pipe 11. Line 13 passes through heat exchanger 7.

One end of the pipe (detour pipe) 14 is connected to the other end of the pipe 15 and one end of the pipe 13 via the 2 nd switching unit 32. The other end of the pipe 14 is connected to the other end of the pipe 13 and one end of the pipe 11. That is, one end and the other end of the pipe 14 are connected to one end and the other end of the pipe 13, respectively. Thereby, the pipe 14 bypasses around the heat exchanger 7.

One end of the pipe 15 is connected to the connection port a of the 1 st switching unit 31. The other end of the pipe 15 is connected to one end of the pipe 13 and one end of the pipe 14 via the 2 nd switching unit 32.

The motor 2 is a motor generator having both a function as a motor and a function as a generator. The motor 2 is connected to wheels of the vehicle via a deceleration mechanism, not shown. The motor 2 is driven by an ac current supplied from the inverter 3 to rotate the wheels. Thereby, the motor 2 drives the vehicle. The motor 2 regenerates the rotation of the wheel to generate an alternating current. The generated electric power is stored in the battery 6 through the inverter 3. The housing of the motor 2 stores therein oil for cooling and lubricating each part of the motor.

The inverter 3 converts the direct current of the battery 6 into alternating current. The inverter 3 is electrically connected to the motor 2. The ac current converted by the inverter 3 is supplied to the motor 2. That is, the inverter 3 converts the direct current supplied from the battery 6 into alternating current and supplies the alternating current to the motor 2.

The power control device 4 is also called IPS (Integrated Power System: integrated power system). The power control device 4 has an AC/DC conversion circuit and a DC/DC conversion circuit. The AC/DC conversion circuit converts alternating current supplied from an external power source into direct current and supplies the direct current to the battery 6. That is, the power control device 4 converts alternating current supplied from an external power source into direct current in the AC/DC conversion circuit and supplies the direct current to the battery 6. The DC/DC conversion circuit converts the direct current supplied from the battery 6 into a direct current having a different voltage, and supplies the direct current to the control unit 60 or the like.

The motor 2, the inverter 3, and the power control device 4 are supplied with electric power from the battery 6 to generate heat. In the following description, a component that generates heat by being supplied with electric power from the battery 6, among components of the 2 nd circuit C2, is referred to as a heat generating portion 5. Therefore, the heat generating unit 5 of the present embodiment is at least 1 of the motor 2 that drives the vehicle, the inverter 3 that converts the direct current supplied from the battery 6 into the alternating current and supplies the alternating current to the motor 2, and the power control device 4 that converts the direct current supplied from the battery 6 into the direct current having a different voltage and supplies the direct current to the auxiliary machine.

The battery 6 supplies electric power to the motor 2 via the inverter 3. In addition, the battery 6 is charged with electric power generated by the motor 2. The battery 6 may also be filled by an external power source. The battery 6 is, for example, a lithium ion battery. The battery 6 may be of another type as long as it is a secondary battery that can be repeatedly charged and discharged.

The 1 st sensor S1 is a temperature sensor provided in the pipe 15 and measuring the temperature of the 2 nd heat medium in the pipe 15. The 1 st sensor S1 is connected to the control unit 60. The 1 st sensor S1 of the present embodiment is provided near the downstream end of the pipe 15 and at the inlet of the 2 nd switching unit 32. The 1 st sensor S1 measures the temperature of the 2 nd heat medium flowing into the 2 nd switching unit 32. That is, the 1 st sensor S1 measures the temperature of the 2 nd heat medium flowing into the heat exchanger 7 or bypassing the heat exchanger 7. The 1 st sensor S1 may be disposed in another line as long as it is a sensor for measuring the temperature of the 2 nd heat medium in the 2 nd circuit C2. Even in this case, the temperature change from the 1 st sensor S1 to the inlet of the heat exchanger 7 can be estimated, and an estimated value of the temperature of the 2 nd heat medium flowing into the heat exchanger 7 or bypassing the heat exchanger 7 can be calculated.

(modes)

The vehicle temperature control device 1 of the present embodiment includes a cooling mode, a normal heating mode, a 1 st hot air heating mode (3 rd mode), a 2 nd hot air heating mode (1 st mode), and a 3 rd hot air heating mode (2 nd mode). The modes can be switched by switching the on-off valve 8A and the switching

units

31 and 32. The vehicle temperature control device 1 may have another mode that can be configured by switching the on-off valve 8A and the switching

units

31 and 32. In the following description, the 1 st hot air heating mode, the 2 nd hot air heating mode, and the 3 rd hot air heating mode are sometimes collectively referred to as a hot air heating mode.

(refrigeration mode)

Fig. 2 is a schematic view of the vehicle temperature control device 1 in the cooling mode. In the temperature control device 1 for a vehicle in the cooling mode, the 1 st heat medium absorbs heat from the air in the vehicle flowing through the air flow passage 86f in the 2 nd air-conditioning heat exchanger 74, and radiates heat to the outside of the vehicle in the radiator 77. That is, the 1 st heat medium transfers heat from the inside of the vehicle to the outside of the vehicle. Thus, the 1 st heat medium cools the air in the vehicle.

The 1 st circuit C1 in the cooling mode has a cooling loop Lc. The cooling circuit Lc circulates the 1 st heat medium through the accumulator 71, the compressor 72, the 1 st air-conditioning heat exchanger 73, the 3 rd expansion valve 63, the radiator 77, the 4 th expansion valve 64, and the 2 nd air-conditioning heat exchanger 74 in this order.

In the cooling mode, heat exchange is not generated between the 1 st circuit C1 and the 2 nd circuit C2. Therefore, in the cooling mode, the loop formed in the 2 nd loop C2 is not limited.

The vehicle temperature control device 1 is configured to switch the on-off valve 8A and the 1 st to 4 th expansion valves 61 to 64 as follows to be in the cooling mode. That is, the vehicle temperature control device 1 in the cooling mode closes the on-off valve 8b and closes the on-off valve 8c. The vehicle temperature control device 1 in the cooling mode completely closes the 1 st expansion valve 61, completely closes the 2 nd expansion valve 62, completely opens the 3 rd expansion valve 63, and reduces the pressure of the 1 st heat medium passing through the opening degree adjustment in the 4 th expansion valve 64.

In the cooling mode, the air mixing damper 86d of the blower 80 closes the flow path opening on the side of the outlet 86b, and opens the bypass flow path. Thus, the blower 80 sends the air cooled by the 2 nd air-conditioning heat exchanger 74 into the vehicle interior without passing through the 1 st air-conditioning heat exchanger 73.

When the compressor 72 is operated in the cooling mode, the 1 st heat medium in the high-pressure gas phase discharged from the compressor 72 is liquefied by radiating heat while passing through the 1 st air-conditioning heat exchanger 73 and the radiator 77. The 1 st heat medium in the high-pressure liquid phase is depressurized by the 4 th expansion valve 64, is gasified in the 2 nd air-conditioning heat exchanger 74, and absorbs heat from the air in the air flow path 86 f. In addition, the 1 st heat medium of the low-pressure gas phase is again sucked into the compressor 72 via the accumulator 71.

(general heating mode)

Fig. 3 is a schematic view of the temperature control device 1 for a vehicle in the normal heating mode. In the temperature control device 1 for a vehicle in the normal heating mode, the 1 st heat medium absorbs heat from the outside air in the radiator 77, and radiates heat into the air flow passage 86f in the 1 st air-conditioning heat exchanger 73. That is, the 1 st heat medium transmits heat from outside the vehicle to inside the vehicle. Thus, the 1 st heat medium heats the air in the vehicle.

The 1 st loop C1 in the normal heating mode has a heating loop Lh. The heating loop Lh circulates the 1 st heat medium through the accumulator 71, the compressor 72, the 1 st air-conditioning heat exchanger 73, the 3 rd expansion valve 63, and the radiator 77 in this order.

In the normal heating mode, heat exchange is not generated between the 1 st circuit C1 and the 2 nd circuit C2. Therefore, in the normal heating mode, the loop formed in the 2 nd loop C2 is not limited.

The vehicle temperature control device 1 is configured to switch the on-off valve 8A and the 1 st to 4 th expansion valves 61 to 64 as follows to be in the normal heating mode. That is, the vehicle temperature control device 1 of the normal heating mode closes the on-off valve 8b and opens the on-off valve 8c. In the vehicle temperature control device 1 of the normal heating mode, the 1 st expansion valve 61 is completely closed, the 2 nd expansion valve 62 is completely closed, the 3 rd expansion valve 63 is adjusted in opening degree to depressurize the 1 st heat medium passing therethrough, and the 4 th expansion valve 64 is completely closed.

In the normal heating mode, the air mixing damper 86d of the blower 80 opens the flow path port on the side of the air outlet 86 b. Thus, the blower 80 sends the air heated by the 1 st air conditioning heat exchanger 73 into the vehicle interior.

When the compressor 72 is operated in the normal heating mode, the 1 st heat medium in the high-pressure gas phase discharged from the compressor 72 radiates heat and liquefies while passing through the 1 st air-conditioning heat exchanger 73. The 1 st heat medium in the high-pressure liquid phase is depressurized by the 3 rd expansion valve 63, and is vaporized in the radiator 77, and absorbs heat from the outside air. In addition, the 1 st heat medium of the low-pressure gas phase is again sucked into the compressor 72 via the accumulator 71.

Although not shown, the dehumidification heating mode may be selected when dehumidification is performed together with heating of the vehicle interior. In this case, from the normal heating mode, the on-off valve 8c is closed, the on-off valve 8b is opened, the 3 rd expansion valve 63 is completely closed, and the 4 th expansion valve 64 is opened while adjusting the opening degree, so that the 1 st heat medium passing therethrough is depressurized. Accordingly, the 1 st heat medium is vaporized not in the radiator 77 but in passing through the 2 nd air-conditioning heat exchanger 74, absorbs heat from the air in the air flow path 86f, and condenses of moisture, thereby dehumidifying the air.

(Hot air heating mode)

Fig. 4 is a schematic view of the vehicle temperature control device 1 in the 1 st hot air heating mode (3 rd mode), fig. 5 is a schematic view of the vehicle temperature control device 1 in the 2 nd hot air heating mode (1 st mode), and fig. 6 is a schematic view of the vehicle temperature control device 1 in the 3 rd hot air heating mode (2 nd mode). As shown in fig. 4 to 6, in the 1 st to 3 rd hot gas heating modes, the loop formed in the 1 st loop C1 is common. The loops formed in the 2 nd loop in the 1 st to 3 rd hot air heating modes are different from each other. Here, after the description of the loop formed in the 1 st loop C1 common to the 1 st to 3 rd hot air heating modes, the loop formed in the 2 nd loop C2 unique to each mode will be described.

In the vehicle temperature control device 1 of the hot air heating mode (i.e., the 1 st to 3 rd hot air heating modes), the 1 st heat medium extracts heat from the compressor 72, receives heat from the 2 nd circuit C2 in the heat exchanger 7, and radiates heat to the air in the air flow passage 86f in the 2 nd air conditioning heat exchanger 74 to heat the interior of the vehicle. The hot air heating mode is selected when the outside air temperature is extremely low and the heat sink 77 is difficult to absorb heat.

According to the present embodiment, the 1 st circuit C1 can be switched between a hot gas heating mode in which the 1 st heat medium is circulated through the hot gas circuit L1 and the heat storage circuit L1a at the same time, and a normal heating mode in which the 1 st heat medium is circulated through the heating circuit Lh. Therefore, when the outside air temperature is significantly low and heat is hardly absorbed from the outside air in the radiator 77, the inside of the vehicle can be stably heated by selecting the hot air heating mode.

The 1 st circuit C1 of the hot gas heating mode has a hot gas circuit (1 st circuit) L1 and a heat storage circuit L1a in which the 1 st heat medium is circulated simultaneously.

The hot gas loop L1 circulates the 1 st heat medium through the accumulator 71, the compressor 72, the 1 st air-conditioning heat exchanger 73, the 1 st expansion valve 61, and the heat exchanger 7 in this order. The heat storage loop L1a circulates the 1 st heat medium through the accumulator 71, the compressor 72, and the 2 nd expansion valve 62 in this order.

The vehicle temperature control device 1 is set to the hot air heating mode by switching the on-off valve 8A and the 1 st to 4 th expansion valves 61 to 64 as follows. That is, the vehicle temperature control device 1 of the hot air heating mode opens the on-off valve 8b and closes the on-off valve 8c. In the vehicle temperature control device 1 of the hot air heating mode, the 1 st heat medium passing through the 1 st expansion valve 61 is depressurized by adjusting the opening degree, the 1 st heat medium passing through the 2 nd expansion valve 62 is depressurized by adjusting the opening degree, the 3 rd expansion valve 63 is completely closed, and the 4 th expansion valve 64 is completely closed.

In the hot air heating mode, the air mixing damper 86d of the blower 80 opens the flow path port on the side of the air outlet 86 b. Thus, the blower 80 sends the air heated by the 1 st air conditioning heat exchanger 73 into the vehicle interior.

In the hot-gas heating mode, the accumulator 71 and the compressor 72 are disposed in the pipeline 9a, which is a common part of the hot-gas loop L1 and the heat storage loop L1 a. The 1 st heat medium discharged from the compressor 72 branches to flow to the line 9d and the line 9b. The 1 st heat medium flowing in the line 9d circulates in the hot gas loop L1 and returns to the accumulator 71. The 1 st heat medium flowing through the pipe 9b circulates in the heat storage loop L1a and returns to the accumulator 71. That is, the 1 st heat medium flowing through the

branch lines

9d and 9b merges upstream of the accumulator 71, and is then sucked into the accumulator 71 and the compressor 72.

In the heat storage circuit L1a, the 1 st heat medium in the high-pressure gas phase discharged from the compressor 72 is depressurized into a low-pressure gas phase by the 2 nd expansion valve 62, and is again sucked into the compressor 72 via the accumulator 71.

In the heat storage circuit L1a, the 1 st heat medium is depressurized by the 2 nd expansion valve 62, but does not dissipate heat. Therefore, the 1 st heat medium circulating in the heat storage loop L1a stores the energy of the compressor 72 as heat. That is, the heat storage loop L1a is a loop that extracts heat from the compressor 72 and stores the heat. According to the present embodiment, the 1 st heat medium is circulated through the heat storage loop L1a, whereby the temperature of the 1 st heat medium can be increased.

In the hot-gas loop L1, the 1 st heat medium in the high-pressure gas phase discharged from the compressor 72 is liquefied by radiating heat during passage through the 1 st air-conditioning heat exchanger 73. The 1 st heat medium in the high-pressure liquid phase is depressurized by the 1 st expansion valve 61, gasified in the heat exchanger 7, and absorbs heat from the 2 nd heat medium in the 2 nd circuit C2. In addition, the 1 st heat medium of the low-pressure gas phase is again sucked into the compressor 72 via the accumulator 71.

The 1 st heat medium circulating in the hot gas loop L1 is liquefied by radiating heat in the 1 st air conditioning heat exchanger 73, and is gasified by absorbing heat from the 2 nd heat medium in the 2 nd loop C2 in the heat exchanger 7. However, if sufficient heat absorption from the 2 nd circuit C2 is not obtained, the 1 st heat medium does not rise in temperature, and vaporization of the 1 st heat medium is difficult. In this case, the 1 st heat medium in the gas phase may not be sufficiently supplied from the accumulator 71 to the compressor 72.

According to the present embodiment, the vehicle temperature control device 1 of the hot-air heating mode circulates the 1 st heat medium through the hot-air circuit L1 and the heat storage circuit L1 a. Therefore, the 1 st heat medium circulating in the hot gas loop L1 and the heat storage loop L1a, respectively, is mixed via the accumulator 71 and sucked into the compressor 72. Therefore, the 1 st heat medium, which is high enough in temperature and gasified, flows into the reservoir 71. According to the vehicle temperature control device 1 of the present embodiment, the 1 st heat medium having a high temperature and a high pressure is supplied to the 1 st air conditioning heat exchanger 73 while fully functioning as the compressor 72, so that heating in the vehicle cabin can be performed even when the outside air temperature is extremely low.

In the hot gas heating mode, the ratio of the flow rates of the 1 st heat medium circulating through the hot gas loop L1 and the heat storage loop L1a can be adjusted by adjusting the opening degrees of the 1 st expansion valve 61 and the 2 nd expansion valve 62. The control unit 60 determines the ratio of the 1 st heat medium circulating in the hot gas loop L1 and the heat storage loop L1a, respectively, based on the measurement result of the 2 nd sensor S2. More specifically, the control unit 60 increases the ratio of the 1 st heat medium circulating in the heat storage circuit L1a when the pressure or temperature of the 1 st heat medium flowing into the compressor 72 is low. This can prevent the pressure or temperature of the 1 st heat medium flowing into the compressor 72 from becoming too low, and can fully function as the compressor 72.

In the present embodiment, the 1 st heat medium of the hot gas loop L1 passes through the heat exchanger 7 on the downstream side of the 1 st expansion valve 61 and on the upstream side of the accumulator 71. The heat exchanger 7 exchanges heat between the 1 st heat medium of the 1 st circuit C1 and the 2 nd heat medium of the 2 nd circuit C2. That is, the 1 st heat medium of the hot gas loop L1 receives heat from the 2 nd heat medium in the heat exchanger 7.

According to the vehicle temperature control device 1 of the present embodiment, in the hot gas circuit L1, the 1 st heat medium of the low-pressure liquid phase decompressed by the 1 st expansion valve 61 can be heated from the 2 nd heat medium of the 2 nd circuit. As a result, the vehicle temperature control device 1 can efficiently utilize the heat of the 2 nd circuit C2 in the 1 st circuit C1, and gasify the 1 st heat medium flowing into the accumulator 71.

(No. 1 Hot gas heating mode (No. 3 mode))

As shown in fig. 4, the 2 nd circuit C2 of the 1 st hot air heating mode has a 1 st motor circuit (4 th circuit) P4 and a battery circuit (5 th circuit) P5.

The vehicle temperature control device 1 switches the switching

units

31 and 32 as follows, thereby forming the 1 st motor loop P4 and the battery loop P5 in the 2 nd loop C2. That is, as the 2 nd connection state, the 1 st switching unit 31 communicates the pipe 12 with the pipe 15, and communicates the pipe 14 with the pipe 15. The 2 nd switching unit 32 communicates the line 15 with the line 14, and closes the line 13.

The 1 st motor loop P4 circulates the 2 nd heat medium by bypassing the heat exchanger 7 through the 1 st pump 41, the power control device 4, the inverter 3, and the motor 2. That is, the 1 st motor loop P4 circulates the 2 nd heat medium through the heat generating portion 5 and the pipe (bypass pipe) 14. In the 1 st motor loop P4, the heat of the heat generating portion 5 moves to the 2 nd heat medium to raise the temperature of the 2 nd heat medium.

The battery loop P5 circulates the 2 nd heat medium through the 2 nd pump 42 and the battery 6. Battery loop P5 is a thermally independent loop that receives no heat from other loops.

According to the present embodiment, the control unit 60 drives the 2 nd pump 42 in the 1 st hot air heating mode. In the 1 st hot air heating mode, the control unit 60 circulates the 2 nd heat medium through the 1 st motor loop P4 and the battery loop P5 in the 2 nd loop C2. The battery loop P5 makes the temperature distribution among the cells of the battery 6 uniform. When the temperature distribution of the cells constituting the plurality of cells varies, the battery 6 may have a local characteristic reduced. According to the present embodiment, the battery loop P5 suppresses the deviation in the temperature distribution among the cells of the battery 6, thereby stabilizing the performance of the battery 6.

In this way, in the 1 st hot gas heating mode, the 1 st motor loop P4 in which the 2 nd heat medium circulates through the heat generating portion 5 and the pipe 14 is formed in the 2 nd loop C2 while the 1 st loop C1 forms the hot gas loop L1.

(No. 2 Hot gas heating mode (No. 1 mode))

As shown in fig. 5, the 2 nd circuit C2 of the 2 nd hot air heating mode has a 2 nd motor circuit (2 nd circuit) P2 and a battery circuit (5 th circuit) P5.

The vehicle temperature control device 1 forms the 2 nd motor loop P2 and the battery loop P5 in the 2 nd loop C2 by switching the switching

units

31 and 32 as follows. That is, as the 2 nd connection state, the 1 st switching unit 31 communicates the pipe 12 with the pipe 15, and communicates the pipe 14 with the pipe 15. The 2 nd switching unit 32 communicates the line 15 with the line 13, and closes the line 14.

The 2 nd motor loop P2 circulates the 2 nd heat medium through the 1 st pump 41, the power control device 4, the inverter 3, the motor 2, and the heat exchanger 7. That is, the 2 nd motor loop P2 circulates the 2 nd heat medium through the heat generating portion 5 and the heat exchanger 7. In the 2 nd motor loop P2, the heat of the heat generating portion 5 moves to the 2 nd heat medium to raise the temperature of the 2 nd heat medium. In addition, the heat transferred to the 2 nd heat medium is transferred from the heat exchanger 7 to the 1 st circuit C1.

The battery loop P5 is formed in the 2 nd loop C2 not only in the 1 st hot air heating mode but also in the 2 nd hot air heating mode. According to the present embodiment, the control unit 60 drives the 2 nd pump 42 in the 2 nd hot air heating mode. In the 2 nd hot air heating mode, the control unit 60 circulates the 2 nd heat medium through the 2 nd motor loop P2 and the battery loop P5 in the 2 nd loop C2. This suppresses variation in temperature distribution among cells of the battery 6, and stabilizes the performance of the battery 6.

In this way, the 2 nd hot air heating mode is a mode in which the 1 st hot air loop L1 in which the 1 st heat medium is circulated through the compressor 72 and the heat exchanger 7 is formed in the 1 st loop C1, and the 2 nd motor loop in which the 2 nd heat medium is circulated through the heat generating portion 5 and the heat exchanger 7 is formed in the 2 nd loop C2.

(No. 3 Hot gas heating mode (No. 2 mode))

As shown in fig. 6, the 2 nd circuit C2 of the 3 rd hot gas heating mode has an overall circuit (3 rd circuit) P3.

The vehicle temperature control device 1 switches the switching

units

31 and 32 as follows, thereby forming the entire loop P3 in the 2 nd loop C2. That is, as the 1 st connection state, the 1 st switching unit 31 communicates the pipe 12 with the pipe 15, and communicates the pipe 11 with the pipe 12. The 2 nd switching unit 32 communicates the line 15 with the line 13, and closes the line 14.

The entire loop P3 circulates the 2 nd heat medium through the 1 st pump 41, the power control device 4, the inverter 3, the motor 2, the 2 nd pump 42, the battery 6, and the heat exchanger 7. That is, the entire loop P3 circulates the 2 nd heat medium through the heat generating portion 5, the battery 6, and the heat exchanger 7. In the entire loop P3, the heat of the heat generating portion 5 moves to the 2 nd heat medium to raise the temperature of the 2 nd heat medium. In addition, the heat moved to the 2 nd heat medium is transferred from the heat exchanger 7 to the 1 st circuit C1 and used for heating of the battery 6.

In this way, the 3 rd hot gas heating mode is a mode in which the hot gas loop L1 is formed in the 1 st loop C1, and the 2 nd loop C2 is formed with the entire loop P3 in which the 2 nd heat medium is circulated through the heat generating portion 5, the battery 6, and the heat exchanger 7.

(control method in Hot gas heating mode)

Next, a control method in the hot air heating mode of the vehicle temperature control device 1 according to the present embodiment will be described. When the outside air temperature is low, the control unit 60 of the present embodiment executes the 1 st hot air heating mode, the 2 nd hot air heating mode, and the 3 rd hot air heating mode. The 1 st hot air heating mode, the 2 nd hot air heating mode, and the 3 rd hot air heating mode are mainly performed in this order.

When the outside air temperature is extremely low, the control unit 60 first executes the 1 st hot air heating mode shown in fig. 4 when the heating of the vehicle is turned on. The control unit 60 of the 1 st hot air heating mode circulates the 1 st heat medium in the 1 st loop C1 through the hot air loop L1 and the heat storage loop L1a, and circulates the 2 nd heat medium in the 1 st motor loop P4 through the 2 nd loop C2. The 1 st motor loop P4 of the 2 nd circuit C2 is a loop in which the 2 nd heat medium is circulated by bypassing the heat exchanger 7. Therefore, in the 1 st hot gas heating mode, heat exchange hardly occurs between the 1 st circuit C1 and the 2 nd circuit C2.

When the outside air temperature is extremely low, the temperatures of the 1 st heat medium and the 2 nd heat medium are also low. When the enthalpy (temperature and pressure) of the 1 st heat medium is too low, the capacity (heating capacity) of the compressor 72 disposed in the 1 st circuit C1 to heat the 1 st heat medium is lowered. Therefore, when the heating of the 1 st heat medium is performed by the compressor 72 and the 2 nd circuit C2 takes heat while the air is heated in the 1 st air-conditioning heat exchanger 73, the enthalpy of the 1 st heat medium does not increase, and the compressor 72 is not easily taken out from the operation with low heating capacity.

In the present embodiment, in the 1 st hot air heating mode, by making the 1 st circuit C1 heat-independent, the movement of heat from the 1 st heat medium to the 2 nd circuit C2 can be restricted, and the enthalpy of the 1 st heat medium can be easily increased. Thus, even in the state where the 1 st heat medium and the 2 nd heat medium are at low temperatures, the heating capacity of the compressor 72 can be fully exhibited.

When the measured value of the 2 nd sensor S2 exceeds a preset threshold (hereinafter referred to as a 2 nd threshold), the control unit 60 switches from the 1 st hot air heating mode (fig. 4) to the 2 nd hot air heating mode (fig. 5).

The control unit 60 of the 2 nd hot air heating mode circulates the 1 st heat medium in the 1 st circuit C1 through the hot air circuit and the heat storage circuit L1a, and circulates the 2 nd heat medium in the 2 nd circuit C2 through the 2 nd motor circuit P2.

As described above, the 2 nd sensor S2 is disposed in the 1 st circuit C1, and measures the temperature or pressure of the 1 st heat medium. As the 2 nd threshold value, the temperature or pressure of the 1 st heat medium is set to a level that can sufficiently exhibit the heating capacity of the compressor 72.

In the 2 nd hot air heating mode, the 2 nd motor loop P2 connected to the heat exchanger 7 in the 2 nd loop C2 passes through the heat generating portion 5, but does not pass through the heat absorbing battery 6. Therefore, in the 2 nd hot gas heating mode, the amount of heat transferred from the 1 st heat medium to the 2 nd heat medium in the heat exchanger 7 is limited. Therefore, if the temperature or pressure of the 1 st heat medium sucked into the compressor 72 exceeds the 2 nd threshold value, the compressor 72 can sufficiently maintain the heating capacity even if the 2 nd heat medium passes through the heat exchanger 7.

The heat generation amount of the motor 2, the inverter 3, and the power control device 4, which are the heat generation unit 5, increases every time an elapsed time from the start of driving. Therefore, when a sufficient time has elapsed from the start of driving, the temperature of the 2 nd heat medium circulating in the 2 nd motor loop P2 increases, and a large amount of heat can be transferred to the 1 st heat medium in the heat exchanger 7. This further improves the enthalpy of the 1 st heat medium, and stabilizes the heating capacity of the compressor 72. As a result, in the 1 st circuit C1, the heat dissipation from the 1 st heat medium to the air in the 1 st air-conditioning heat exchanger 73 can be increased, and the interior of the vehicle can be heated at a high speed.

When the measured value of the 1 st sensor S1 exceeds a preset threshold (hereinafter referred to as 1 st threshold), the control unit 60 switches from the 2 nd hot air heating mode (fig. 5) to the 3 rd hot air heating mode (fig. 6).

The control unit 60 of the 3 rd hot gas heating mode circulates the 1 st heat medium in the 1 st circuit C1 through the hot gas circuit and the heat storage circuit L1a, and circulates the 2 nd heat medium in the 2 nd circuit C2 through the entire circuit P3.

As described above, the 1 st sensor S1 is disposed in the 2 nd circuit C2, and measures the temperature of the 2 nd heat medium. As the 1 st threshold value, a 2 nd heat medium temperature is set at which it is possible to confirm the degree to which the battery 6 can be sufficiently heated by the heat generation from the heat generating portion 5.

In the 3 rd hot air heating mode, the entire loop P3 formed in the 2 nd loop C2 passes through the heat exchanger 7 and the battery 6. Therefore, when the temperature of the 2 nd heat medium is not sufficiently high, the heat absorption amount of the battery 6 exceeds the heat generation amount of the heat generating portion 5, and the 2 nd heat medium extracts the heat of the 1 st heat medium in the heat exchanger 7. According to the present embodiment, when the measured value of the 1 st sensor S1 exceeds the 1 st threshold, the 3 rd hot air heating mode is set, whereby the movement of heat from the 1 st circuit C1 to the 2 nd circuit C2 can be suppressed, and the heating capacity of the compressor 72 can be maintained.

The 1 st threshold is preferably a value of 10 ℃ or higher and 40 ℃ or lower. By setting the 1 st threshold to 10 ℃ or higher, the battery 6 can be sufficiently heated in the 2 nd circuit C2, and the performance of the battery 6 can be easily stabilized. On the other hand, when the 1 st threshold is a temperature exceeding 40 ℃, the 1 st heat medium may be rapidly heated in the heat exchanger 7 and a load may be applied to the compressor 72 when switching from the 2 nd hot air heating mode to the 3 rd hot air heating mode. Therefore, the 1 st threshold is preferably 40℃or lower.

While the embodiments and modifications of the present invention have been described above, the structures and combinations thereof in the embodiments and modifications are examples, and the structures may be added, omitted, substituted, and changed without departing from the spirit of the present invention. The present invention is not limited to the embodiment.

Claims

1. A temperature control device for a vehicle is provided with:

a 1 st circuit through which the 1 st heat medium flows;

a compressor disposed in the 1 st circuit and configured to compress the 1 st heat medium;

a 2 nd circuit through which a 2 nd heat medium flows;

a battery disposed in the 2 nd circuit;

a heat generating unit which is disposed in the 2 nd circuit and is supplied with electric power from the battery;

a 1 st sensor disposed in the 2 nd circuit and configured to measure a temperature of the 2 nd heat medium;

a heat exchanger disposed in the 1 st circuit and the 2 nd circuit, and configured to exchange heat between the 1 st heat medium and the 2 nd heat medium; and

a control unit that controls the 1 st loop and the 2 nd loop,

the 1 st circuit has a 1 st circuit that circulates the 1 st heat medium through the compressor and the heat exchanger,

the 2 nd circuit has:

a 2 nd circuit that circulates the 2 nd heat medium through the heat generating portion and the heat exchanger; and

a 3 rd circuit for circulating the 2 nd heat medium through the heat generating unit, the battery, and the heat exchanger,

the control unit has the following modes:

a 1 st mode in which the 1 st heat medium is circulated in the 1 st loop, and in which the 2 nd heat medium is circulated in the 2 nd loop in the 1 st loop; and

A 2 nd mode in which the 1 st heat medium is circulated in the 1 st loop, and in which the 2 nd heat medium is circulated in the 3 rd loop,

and switching from the 1 st mode to the 2 nd mode when the measured value of the 1 st sensor exceeds the 1 st threshold.

2. The temperature-adjusting device for a vehicle according to claim 1, wherein,

the temperature control device for a vehicle comprises a 2 nd sensor which is arranged in the 1 st circuit and measures the temperature or pressure of the 1 st heat medium,

the 2 nd circuit has a detour around the heat exchanger,

the 2 nd circuit has a 4 th circuit for circulating the 2 nd heat medium through the heat generating portion and the detour line,

the control unit has the following mode 3: in the 1 st circuit, the 1 st heat medium is circulated in the 1 st circuit, and in the 2 nd circuit, the 2 nd heat medium is circulated in the 4 th circuit,

and switching from the 3 rd mode to the 1 st mode when the measured value of the 2 nd sensor exceeds the 2 nd threshold value.

3. The vehicular temperature adjusting apparatus according to claim 1 or 2, wherein,

The 2 nd circuit has a 5 th circuit that circulates the 2 nd heat medium through the battery,

in the 1 st mode, the control unit circulates the 2 nd heat medium in the 2 nd loop and the 5 th loop in the 2 nd loop.

4. A vehicle temperature adjusting device according to any one of claims 1 to 3, wherein,

the heat generating unit is at least 1 of a motor that drives the vehicle, an inverter that converts a direct current supplied from the battery into an alternating current and supplies the alternating current to the motor, and a power control device that converts the direct current supplied from the battery into a direct current having a different voltage and supplies the direct current to an auxiliary machine.

5. A vehicle temperature adjusting device according to any one of claims 1 to 4, wherein,

the 1 st threshold is a value of 10 ℃ or more and 40 ℃ or less.

6. A control method of a temperature adjusting device for a vehicle, wherein,

the temperature control device for a vehicle includes:

a 1 st circuit through which the 1 st heat medium flows, and which is provided with a compressor and a heat exchanger; and

a 2 nd circuit in which a 2 nd heat medium flows, and in which a battery, a heat generating unit, the heat exchanger, and a 1 st sensor for measuring the temperature of the 2 nd heat medium are disposed,

The control method of the vehicle temperature control device includes the following modes:

a 1 st mode in which a 1 st loop for circulating the 1 st heat medium through the compressor and the heat exchanger is formed in the 1 st loop, and a 2 nd loop for circulating the 2 nd heat medium through the heat generating portion and the heat exchanger is formed in the 2 nd loop; and

a 2 nd mode in which the 1 st loop is formed in the 1 st loop, and a 3 rd loop in which the 2 nd heat medium is circulated through the heat generating portion, the battery, and the heat exchanger is formed in the 2 nd loop,

7. The control method of a temperature adjusting device for a vehicle according to claim 6, wherein,

the vehicle temperature control device includes a 2 nd sensor which is disposed in the 1 st circuit and measures the temperature or pressure of the 1 st heat medium,

the 2 nd circuit has a detour around the heat exchanger,

the control method of the vehicle temperature control device includes the following mode 3: forming the 1 st loop in the 1 st loop, and forming the 4 th loop in the 2 nd loop for circulating the 2 nd heat medium through the heat generating part and the detour line,

8. The control method of a temperature adjusting device for a vehicle according to claim 6 or 7, wherein,

in the 1 st mode, in the 2 nd circuit, the 2 nd heat medium is circulated in the 2 nd circuit and the 5 th circuit through the battery.